So I'm thinking the "ford" style regulator (electronic) can handle the li/ion because it causes the alternator to charge at a more steady rate...
Does that make sense?
Not, to me. The regulator does not make
any power contribution. It can only enable/disable the alternator to make power. The itself alternator makes no power at zero RPM no mater what the Vreg tells it to do. At some optimum revolution rate, the alternator makes the most power of its ability. Between zero and that max output RPM is an output curve representing it's power output capability.
For the 550, the output rating is 150 Watts @ 5000 RPM. And about 40-50 watts at idle RPM. The 750 does have more alternator capability.
That is the supply side of the balance sheet.
The load side of the balance sheet is what the bike consumes in electrical power. Lighting and various switches on the bike do make that somewhat variable. But, usually you would want to arrange that consuming load to be less than available supply capability.
The stock bike draws about 120 watts with lighting switches (if equipped) on. This is less than what the alternator can supply at optimum RPM. But, more than the alternator can output when spinning at idle RPM.
If the bike demands more than the alternator can supply, the spark supply voltage goes lower than the ignition system can tolerate to make spark, and the engine won't run.
Enter the battery.
The battery uses an internal chemical reaction to generate power for export. Once some chemicals are converted, it can then accept power to convert those chemical back to their original state. In the SOHC4 system, the battery is used as a buffer to supply power when needed and accept power for its restoration. The construction and the amount of chemicals within the battery determines how much power can be removed from it before the internal chemicals are exhausted or have been completely converted.
The voltage regulator's job is to monitor battery state and command the alternator to make power when it senses the battery is NOT at full capacity, and will tell the alternator to shut down when it senses the battery IS at full status.
If the alternator is revving at idle, it doesn't matter how much the vreg is shouting for it to make more power, it simply can't, as the alternator's output power curve with RPM is absolute for the supply side. If the battery is full however, the vreg CAN shut off or turn down the output of the alternator no matter what speed it is spinning. The Vreg may be more aptly named voltage limiter. With the true "regulation" for system voltage being tied directly to battery charge state.
All this is arranged to keep the alternator from ramming more power into the battery than it can stand without internal damage.
New battery technology.
The SOHC4 system and most ALL of Automotive systems operate on the voltage output sensing curves common with lead acid batteries.
All charging systems for lead acid batteries have a Vreg tailored to maintain a lead acid battery at it's full charge state.
Lithium technology batteries have a different voltage output curve. And, there is no automotive or motorcycle Vreg tailored for lithium technology batteries (that I am aware of, anyway).
Some variants of the lithium technology battery family can withstand what a lead acid voltage regulator does to the Lithium technology battery. None are ideal for it.
For the SOHC4, not only is the voltage regulator (stock, aftermarket, or automotive) wrong for it, the alternator does not provide a constant power source to properly maintain lithium technology batteries in whatever capacity they contain.
If you don't have a Vreg that is capable of monitoring a lithium battery that you have installed on an SOHC4, then it is up to the rider to monitor battery voltage, and keep the alternator spinning faster when the battery needs restorative power. One method is to mount a voltmeter on the bike in view of the rider. And, that meter should either be a sensitive digital or have an expanded scale to show detail of the critical voltage levels of the battery. This means the rider must understand what the meter is displaying and the impact on the battery aboard the machine increasing rider workload.
On another point, some have stated that electronic ignition draws less current.
Er,...Than what? Point's? No.
I would like to go with electronic anyway, is the Dyna ignition a good choice for this, or should I look to some other systems?
The "electronic" descriptor is about as precise as "motorcycle". TVs are "electronic". Are these all the same? And, provide the same experience?
The Dyna unit itself doesn't draw significant power from the SOHC4. However, it commands the coils to draw 57% more power than the points system.
Cheers,
